Street-railway switch.



A. V. WORTHINGTON.

STREET RAILWAY SWITCH.

APPLICATloN FILED JULY3,1912v 1,068,831, Patented July 29, 1913. '2 l 2 :kw l V 4:6 J 'Y n: r 1' EID I iii I FEI J 32 19 s :T6 ""1 j 2 ABNOLIIVANDORAN WOBTHINGTON, OF OAKLAND, CALIFORNIA.

STREET-RAILWAY SWITCH.

Specification of Letters Patent.

Patented Juiy 29, 1913.

Application filed July 3, 1912. Serial No. 707,478.

l To all whom, it may concern.'

Be it knowii'that I, Anis-om V. lVon'rH- 1No'roN,"a citizen of the United States, and a resident of Oakland in the county of Alameda and State of California., have invented a new and Improved Street-Railway Switch of which the following is a full, clear, an exact description.

The invention relates to a switch in which inaniially-eontrolled means on the car serve to engage devices located in the track to throw the switch element in either direction to close or open the switch.

The invention consists in the novel construction and combination of parts, as will be particularl explained in the specific description hereinafter to be given.

Reference is to be had to the accompanying drawings formin n part of this specification, iii which similar characters of ref crence indicate corresponding parts in both views.

Figure 1 is a plan view of a section of track having a switch constructed in accordancewith my invention: and Fig. 2 is a transverse vertical section approximately on the line 2--2 of Fig. l.

In constructing a ractical embodiment of my switch, main rai s 10 are rovidcd in the usual forni, as well as guar rails 11, and in connection with the main rails and u siding rail indicated at 13, an ordinar pivoted switch tongue or point 14. is emp oyed. In carrying out my invention, the to ue 14 is formed with, or otheswise provide with a horizontal bracket lug 1G to which is pivoted on the outer end a transverse switch bar 10, and said switch bar is pivoted at its inner end, as at 17 to the up er end of a crank arm 18, which is formed) at its lower end with a hub 19, said hub being secured bv a set screw 20 to a rock shaft 21. The shaft 21 rests in bearings 22 provided on the bottom of a case or box 24, said box being set in the track between the rails thereof, to be flush with, or below the level of the ground. The box 24 and the shaft 21 ran e parallel with the track rails, or essential y so, and in said box is supported the base 23'* of a casting 23 that sustains operative elements to rock the shaft 21, as hereinafter described.` At the end of the shaft 21 oppo- 4site that to which the crank arm 18 is secured, thesaid shaft carries divergin arms 25,;26, whichconstitute a bell cran and may be formed integral with .a hub 27, the hub being secured to the shaft 21 by a set screw 28.

The outer' ends of the diverging crank arms 21 are formed with slots 29 that receive plns 30, said pins extending also throug vertical tappets. Eachta pet consists of a shank 31, through whicli) the pin 30 passes, a ta p et head 32, and a spiral spring 33 whie is interposed between the upper and lower ends of each tappet. The spring seats at its lower end on a disk 34 formed on the upper end of the shank 31 and abuts at its upper end against the under side of a disk 35 that constitutes the bottom of the tappet head 32. The tappets, which are designated as a whole, for convenience, by the numeral 36, are arranged 1n connection with pockets 37 formed in the casting 23, the shank 31 of each tappet extending snugly through the bottom of the pocket and guided vertically thereby, while the disks -34 35 of the shank 31 and head 32 respective y, fit the interior of the pocket for guided movement therein, and the disk v35 forms, normally, a closure for its pocket to exclude dirt.

The devices on the ear for engaging the tappets may consist of vertical rods 38 having' heads 39 at the upper end to be pressed upon by the foot of the motorman the operating rods being provided at the owei' end desirably with rollers 39 to contact with the tappct heads 32. The rods 38 pass througi a housin 40 on the under side of the car floor or piratform, and are encircled by spiral springs 41 so arranged as to normally tend to press the rods 38 upward.

In operation, the motorman may depress either of the rods 38 to contact with the ri lit or left tappet head 32, so that as the ro ler 39 passes over the tappet head, it will depress the tappet to actuate either the crank arm 25 or the crank arm 26 for rocking the shaft 21 in the direction to close or open the switch by moving the tongue 14. By providing tap ets of the novel arrangement shown, shou d the two tappets be depressed simiiltaneously by a wagon wheel or otherwise, there would be no dama e to the operative parts, as the springs 33, w ich are interposed between the u per and lower ends of the tappets and whic sustain the tappet heads 32, will yield simultaneously.

Having thus described my invention, I

Patent: fii

l'switc mp'od 'conneete'd at one end with relnl zum m the wai-elly1 divergingferank armst the end of.'

A armlsaid diver'gingorank arms bein intel gtal with'a hub, mens seeuringsaid 'ubto t y of. thediverging Crank.'a.1xns,.'said tappets'vf each cmpgisir'ig'- a lowershank having n [slot and pinfc'onntln with xtsrespe'ctive' crank arm,n ela-eh shank extendingvupwnrdly into a vertical pocket .folf'med in the costing through the bottom of said pocket, a disk n seated'on the disk and abuttingby its upper end against'theunder side of the head, the.

lower' endof each 'head having sli'dinrgf move. 30 ment in a pocket and norma'lly closlngthe.

In testimony whereof I vhave -signed my nan-1e to thisspecitication i-n the presenee'of .two subscribingwitnessesA i e rockshaft, afcasting inthe box-adjacent i to the :crankarmgntapp'et mountedlon e'a'ch JR'NQLD VNDQRAN wonrniuc'rou. .Yitnes'sesL wi MARTHA` J.- YVoR'THING'roN, "j .ETHYL vF. PIERCE. 

